Vehicle spring mounting



April 13 ,1926.

J. H. SHAY VEHICLE SPRING uou'lu'nuo Filed Sept. 25 r1925 2 Sheets-Sheet 2 fnvemor lef/Y 'elw Y ten i3, i926,

illZS H, SBLY, 0F PHILADELPHIA, ENNSYLVANIA.

VEHGLE SPRING iI'UNTIG.

Apgileation led september To all whom 'it 'may concern:

lle it known that I, .lnirns H. SHA1", u citizen of the United States, residing in llhiladelphia, Pennsylvania, have, invented certain Improvements in Vehicle Spring Mountings, of which the following is a speciication.

lt has been ounrl in actual practice that with vehicle spring; rnountings employing shackles or links which are sttucherl to the frufme und to the ends of the springs that the supporting shackle or link structure restricts the action' or" the spring substantially to the nrc of movement of the links of shackles and thereby prevents the springs from taking iull advantage of their normal orcs or curves when they function to accommodate existing conditions during the rnovenient of the vehicle over un irregular roadn Tray. `l?urt-herrnore, with sei shackle or link construction the action of the springs are limited for seen the shackles or links pass certain points during their swing in movement they ect levers between the springs and freine which fiction increases the load which the springs have to lift before the springs are able to return 'to their norniul positions or curves. As the springs finally assunse their normal position suicl shackles or links .here also returned but have proclucecl s very quick snep up or clown movement which they transmit to the frame und hotly or the car. The shock thus given to the csr is only eliniinutecl after the cur has progressed u considerable clistunce. However, any shocks which are received in the meantime, or before the springs have uttainecl their normal positions7 will occur at a time when the springs cannot rcspondto prevent Athe shock from resching the frame and body. This is all clue to the restricted action of the shackle or link construction with the resulting leverage shore mentioned und lor this reason such inountiugs 4have notJ been satisfactory.

Various constructions have previously been marie in spring mountings designed to ,frire u. smoother und more uniform spring ubsorption of shock. such t'or example as b v nieuus allowing thc rcur eucl portions ot' the springs to run or beur on rollers which are supported by the axle casing. lll-hilo Suid latter construction has advantages over the linkend shackle mounting above mentioned, nevertheless there is possibility of binding 25, 1925. Serial No. 55,565.

of the spring ut the roller mounting points und resulting objectionable vibration.

One object of my invention is to provide un improved vehicle spring mounting which will be instrumental in keeping the 'frame und body o? the vehicle ut n substantially horizontal position during the progress of the vehicle over un irregular roadway, and to prevent objectionable quick up und down movement of the frame and body of the Yvehicle.

Another object is to so construct my improved spring mounting that it will allow the spring to return to normal with s slidins; motion in such manner that it will be free of objectionable vibration und will impart no abrupt leverage upon the spring und so as to eliminate the possibility of any ob jcctionable sudden lift or downward pull of the freine.

fr further object is to so ineke nir inven l tion that the slight littor downward pull upon the frame will berefl'ected by ullmving' Jfree action of .the spring Without ilupsrtinef restricting leverage thereupon.

A. still further object is to arrange :rnd construct the psrs of my in'iprovefi spring mounting: that they can bo readily upplierl uml adjusted to suit various springv curretures und so that the)v can he made to function at their highest cliicieney even i though the curvature or size of the springs muy Jury null even though the shape und size oi the frames uur Yury.

These objects zuul other advantageous culle which will be set :forth hereinafter, l attain in the followingr manner, reference heine' hrul to the urconipsnying drawings in whirl Figure l is :i sille elevation illustratiivbr in v improved vehicle spring mounting in connection with the frame of un automobile,

Figure E2 is un enlarged section taken on the line 9- ot Figure l,

Figure 3 is u fragmentary section taken on the line 8-3 of Figure 2,

Figure s is u detail end elevation of one of the parts of my invention looking in the direction ot' the urroiv :v in Figure 3,

Figure 5 is n fragmentary elevation showing' luy improved spring mounting when attached to both sides of a Jtrumea-supporting spring of nu automobile,

Figure (l is u fragmentary elevation showing my improved sring mounting at both ends of'a spring of the cantilever type 1n i which the spring between its ends is pivotally supported on a portion of the automobile frame,

Figure 7 is an enlarged side elevation of one of the spring end inountings shown in Figure 6, and l v Figure S is an end elevation oi the structure shown in Figure 7. l

leferring to the drawings, and partlcu-v lai-lv to Figures .1 to 4 inclusive, 10 represents an automobile frame and 11 the rear drivingr axle, the latter being operated by a drive shaft 12 in the usual manner of auto.

driving torque ofthe automobile. It' may be here stated that the end 16 of the leaf can slightly pivot on the pin or bolt 17 to compensate for varying distance between the frame and the axle l11 during the progress of the automobile over a roadway.

The rear end 19 of the frame '10 carries a projecting eye or sleeve 20 which may either be made integral with the frame as is usually the custom for supporting ordinary spring suspending-links or shackles or it may be formed on the end of a stem or bar 21 as illustrated, the bar 21 being riveted or otherwise suitably secured to the end of the frame 10. As illustrated, the stem 21 is secured to the rear end 1-9 of the frame 10 by means of rivets 22"'.

JUcarrying out .my invention I have shown a' part 23 in the forni of a bracket which is supported by the sleeve or eye 20 in a manner now to be described. The upper end-24 of the bracket 23 is bifurcatcd, the furcations 25 and 2G spanning the opposite ends of the sleeve 2O as clearly shown in Figure 2. bolt 27 extends throughthe sleeve and through holes 28 and 29 in the tu rcatious 25 and 2G. The bolt has a groove 30 extending partu'ay ot its length inward :troni the ,end 3l to provide part of a keyway, said l'urcation 25 also being' grooved al. 32 at a position suitable for the proper adjustment and positioning of the bracket 23 as will hereinafter be more fully -described, it being here suilicient to state that the groove 32 is'complementar v to the groove 30 of the holt 27 to provide a keyway for u securiimr lfelv 353. The sleeve 20 is also grooved at 34, which groove, is adapted to re-"ister with a part of the. groove 30 of the -bolt 27 to receive a portion of the key 33 so that after adjustment of the bracket 23 it will be immovable relativelyto the frame 10. A nut is screwed on the bolt 27, said nut being of the castcllated type which is locked to the nut 35 bynieans of a Cotter pin 3G.

The bracket 23 is bifurcated atl its bottoni to provide two wings or ears. 37 and 3S which are of comparatively great length, as shown lin Figures 1 and 3, and provide a space 39 for accommodation ofthe rear end tof the spring 13 as will hereinafter be. more fully Set forth. Each of the wings 37 and 38 has an elongated slot 40, lsaid `slots being directly opposite each other Jand preferably closed at their ends 41 andv 42 as clearly shown in Figure 3. A bolt 43 extends transversely through the slots and .across the spa'oe' SSL-between the wings 37 and 38 and has mounted thereon two bushingY rollers 44 and V45- which are respectively positioned within the slots 40 of the wings 37 and 38. Said rollers have outer flanges 46 of greater diameter than the widths of the slots 40 and are positioned adjacent the outer side surfaces of the wings 37 and 38..

'lhe rear end of the leaf 15 of -the spring 13-is formed into an eye 47 which encircles` the bolt 43 between the inner opposed ends of the rollers 44 and 45 and so as to occupy the space 39 between the wings 37 and 38 as clearl. shown in Figure 2 of the drawings. T e head 48l of the bolt 43 is positioned adjacent the outer end surface of the roller 45 and the opposite end of the bolt 43k is provided with a nut 49 adjacent the outer end surface of the roller 44; the roilers 44' and 45 beingr free to rotate on the bolt 43, said eye 47 of the spring leaf 15 also prefer- 'ablv being 'free to turn on the bolt 43.

The 'space between the wings 97 and 38 is preferably extended upward bi tween the wings as shown at 39a forward of the connesting portion 50 to provide freedom of movement of the spring between the wings in the event of a heavy load or for any other reason when the spring and frame mo-ve-relativelyclose to each other. l Tonttach the bracket 231:0 the Asleeve or eyelet 20, the bolt 27 and bracket may firs be' grooved as above stated and the bolt can be inserted through the fui-cations 25 and 26 and sleeve 20. `The bracket 23 can tiren be swung so that the lengths of the slots 4() will be at an angle which is adjudged suitable for the curvature of ythe. spring 15, suchfor example, as the position of the slot 40 asshown in Figure 3. The bolt 27 can then be turned so thatl its groove 30 will register with the Igroove 32 in the .bracket and a drill can bc inserted through the space provided by the. combined grooves 30 and 3:3, and the groove 34 in the sleeve 2O can then be made by the drill so as to align with the grooves 3U and spring spring' lli to flex and 'principle of angle of the top of above description und from the illustrations referred to. it will be obvious' that movement of the axle und the frame toward aud from euch other will cause the the rollers 4l and 45 to irccly roll in the slotsfill as guideways. Furthermore, the. eye ai of the leaf of the is tree to rock on the axis provided by the bolt 43 so that the rear end of the spi-ing is Vt'rce to more in the direction of the length oi the slots 40,'and also rock on the .axis provided bythe bolt 43. Furthermore, since` the length and angle of the slots 40 extend substantially in the direction of the length ot the spring;J lthere will be no leverage placedupon the spring at points within its length which would otherwise cause an attempted bucklingof the spring due to restriction of its angle of flex. Thus the slots 40, owing to the mounting oi' the end of the spring, provide a free end spring race and allow the spring" to function to its full extent, and at the saine time the spring is adequately supportedand guided owing to the structure of the bracket.

In Figure 1, I have also shown my inveni tion applied to the front spring 51 andthe operation is substantially the same as described in connection with the rear spring mounting. As illustrated, the bracket 23 is supported from a fixture 20 on the frame 10 and the means of connection and operation are substantially the same as described in connection with therear spring mountinmbutdiffer in shape, and it is there fore believed unnecessary to go into further detail description.

In Figure 5, I have illustrated my invention as applied to both the forward and rear ends of the rear frame supporting spring and in which the structure is such that the spring is not required to take the driving torque. IVith this construction the driving torque can be taken up either by a torque tube or radius rod of the usual construction and in the drawing. I have illustrated a radius rod 52 for taking the driving torque. I have also illustrated the for- Ward end of' the spring 13 adapted to move relatively to guiding slot-s 4Q. in a bracket 53 which is attached to the traine 10, the slots 40 serving as guideivays in the same manner as previously described in connection with the slots 40. The rear end of the' sprinlg. is mounted similarly to that deecri'oc'din igdonnward would be necessary to ures 1 tod inclusive and I have therefore given like parte similar reference characters.

In Figure (i, I have shown my invention as applied to a spring 13 ot the cantilever type which is centrally mounted on a pivot pin 54 supported by the frmne 10". Instead of' bcingj supported by the` frame, I connect to the rear axle tube-lltb a bracket 23" having; guide slots 4:0" forming ,quidevvays for the rear end ofthe spring. AThe bracket 23", as shown in Figures 'i' and S, is inade in two sections and 56 which are bolted together around the axle tube 14h and the screws 5T adapted to engage the axle tube to lock the bracket 28" to the axle tube 14h after the bracket has been adjusted to properly position the slots 40" relatively to the curvature, of the spring 13". The. forward end ot the spi-iupr 13'J is adapted to be mounted inthe saine manner as described in conneetion with the end of the. springjr iu Figure 5 und for this purpose I attach to the frame 10') a. bracket 5S having' slots fr0 therein which provide the guideivays for the spring. Iiroach ot` the. {oi-ins shown in Figures and (l. I preferably bend the free ends of the linksraround bolts in u manner similar to that described in connection with Figures 1 to 1i inclusive and provide`hushing rollers thereon which ride in the respectiveslots in the brackets.

In the forni shown in Figure 6, the driving torque may be taken either by a radius rod or torque tube in the usual manner, and I have illustrated a radius rod 5S) for this purpose.

My invention is' applicable either to ve.

hicles during their course of construction or it can be applied to cars already in use and the adjustment previously described is sufiicient to compensate for slight variations in curvatures and sizes of springs'and frances', The guideway slots can'be set, for example, at a mean angle to the curvature of the spring; when under norinal load and that adjudged to exist upon the average rebound ot the frame when the car passes over an irregular portion of a roadway and in this manner the greatest efficiency can be obtained.

It. willbe noted that as the spring slides in the race in one direction, the spring 4will take a natural downward motion still supportingz the trame and will not pull the frame down with it. the ground-engaging wheel, receives another sudden jolt before the spring returns to normal, the end of the spring will travel in an opposite direction in the guideway-and p- Ward at the suine time and Will not ac l to raise the frame in so doing. Qn the contrary, the spring will be flexible at all positions and will absorb practically all the shock without transmitting itto the frame:

While I have illustrated only one side of section has setr It, on the'other hand, 120

iso'

l, the frame,vi n connection with niy improved` device can be turned to adjust the guideway spring mounting, it will be of Qourse understood that my invention can be applied to bothsides of the frame in a similar manner to that described and illustrated.

Having thus described my invention what I claim as new and desire to Secure by Letters Patent is:

l. ln a vehicle springmounting construction, a spring; a support; and a device having an elongated slotted guidevvay and being -adjustably' secured to said support whereby said slotted guideway-can be set at a suitable position relatively to the direction of the length of the spring, said spring carryinv a portion confined wlthin said guideway `and free to move therein in the direction of the length of said gnideway.

2. In a vehicle spring mounting construction, a spring; a support; a device hz'iving an elongated slotted guideway and bein pivotalv connected to said support Where y said to place it at a suitable position relatively to the direction oftlie length of the spring; and

means for securing said device in its adjusted position relatively to said support, said spring carrying a portion confined Within said uideway and free to move therein in the direction of the length of said guideway.

3. In a vehicle spring mounting construe:

tion, a support; e device having` an elongated Slotted guideway;y a spring carrying a portion confined within said guideway and free to move therein in the direction of the length of said uideway;` a bolt connecting said device with said sn'pport, said device sup-v port and bolt having grooves complement ry to produce a keyw'ay; and a keytting wi hin 'said keyway. l

In testimony whereof, I have signed my name to this specification.

JAMES, H.' vstuur. 

